Matthew e



(No Model.)

M. R. MOORE.

STEAM ENGINE GOVERNOR.

No. 318,782. Patented May 26, 1885.

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llnrTnn STATES PATENT @rrrcn.

MATTHEW R. MOORE, OF INDIANAPOLIS, INDIANA.

STEAM-ENGINE GOVERNOR.

SPECIFICATION forming part of Letters Patent No. 318,782, dated llfiay 26, 1885.

Application filed October 13, 1884.

To 61 whom it Wary concern.-

Be it known that I, MATTHEW R. Mooan, of Indianapolis, Marion county, in the State of Indiana, have invented certain new and useful Improvements in Steam-Engine Gov ernors, of which the following is a specification.

My invention applies to that class of steamengines in which the regulation is effected by changing the position of an eccentric on the shaft, so as to give greater or less degree of eccentricity rightly conditioned to give a longer or shorter period of opening to admit steam to the cylinder at each stroke. Governors of this general class have been long known. A. Kendall in a patent to him dated December 26, 1882, No. 269,678, shows such a governor actuated by the centrifugal force of weights carried around with the shaft and sub- 20 ject to the force of springs which tend to hold the said weights inward. The connections are arranged togglewise, so as to work at great advantage in overcoming the resistance and shifting the eccentric outward or inward as the variations in the speed due to changes in the load on the engine or in the pressure of the stean1,or both, may require. I employ the same general arrangement in my present governor, and the balance between the centrifugal force and the springs is the ultimate means of detel-mining the speed at which the engine is allowed to run; but there is a difficulty in making such governors sufficiently quick and yet temperate in their action. There is a tendency for the weights to stay inward until the speed has risen above the proper point, and then to move outward too far, feeling an increased centrifugal force as they move outward. Such movement induces a great change in the position of the eccentric, cutting off the steam shorter. This causes the engine to run slow again, below the proper speed, and allows the weights to be brought inward by the force ofthe springs beyond their proper points. This induces a repetition of the vibration. Such tendency to vibrate between high and low velocities has been overcome by myself and others by means of a cylinder having a looselyfitted piston carried around with the shaft and so connected to the weights or their changing parts that any sudden movement will. be checked by the resistance of a fluid (No model.)

contained in the cylinder. Such a device, sometimes termed a dash-pot or cataract, offers great resistance of the fluid to prevent the vibrationv referred to; but it also offers some resistance to the proper gradual changes required. It is expensive in construction. The oil or other liquid containedin the cataract is liable to escape. \Vhen air is used as a fluid, a cataract does not exert sufficient force and with sufficient promptness unless large and cuinbrous. I have discovered that an entirely different principle may be made available for this purpose, and have discovered and practically applied means for carrying it into effect and checking the vibrations without cataracts and without detracting from the sensitiveness of the governor. The weights yield to any change of speed and induce the desired moderate changes in the position of the eccentric on the shaft withontallowing sudden movements. The mechanism is withal very simple. For a single engine the shaftshould have a strongly and rigidly connectedfly-wheel,which performs its ordinary functions. Besides and entirely independent ofthe ordinary fly-wheel, I employ a loose fly-wheel, which, with proper connections for controlling the valve, serves as a governor by its momentum. I will, for brevity, term it a dead-wheel. It is fitted on a bearing revolved with the shaft and tied to the shaft by flexible mechanism. The gentle pull or push of the flexible mechanism serves, first, to revolve the dead-wheel; second, to allow the dead-wheel to drag a little behind or to run a little ahead of the shaft when the speed suddenly changes; and, third, to accelerate or retard the dead-wheel, so as to soon bring it to the same speed as the shaft, whatever may be the rate of revolution of the lat ter. This loose fly-wheel or dead wheel is so connected with the eccentric that when the shaft commences to run slower or faster than thed cad-wheel the change of relation changes the position of the eccentric on the shaft. I can use this dead-wheel alone as a governor. To thus use it,I so arrange the connections that when the engine runs too slow the dead-wheel gets ahead of the shaft by simply revolving a little faster than the shaft, and thus causes the steam to follow the piston farther, thus increas ing the power of the engine to overcome the resistance, and causing it to run faster, so as to catch up with the dead-wheel and again run in harmony with it; and when the shaft gets ahead of the dead-wheel, indicating that the engine is running too fast, the governor will so change the mechanism as to cut off the to ofit, and will decrease its speed gradually during any period while it runs ahead of the shaft; but its speed will approximate uniformity. It will be understood that in'such mode of working some means should be employed in the act of starting for turning the dead-wheel actively by hand, or temporarily clamping the dead-wheel to the shaft, or for otherwise suspending the action of the governor, as otherwise the turning of the shaft faster than the dead-wheel, which must necessarily occur under such conditions, will cause the supply of steam to be cut off, andthe speed can never be properly raised; but after the speed is once raised such agovernor may take care of it so far as to avoid sudden changes of by this means.

velocity. Slight supervision by an attendant, who may give an occasional touch of the hand to prevent a gradual increase or decrease of speed is sufficient to secure good regulation I will not enter further into the details of so working, because I do not propose in general to thus use the invention. In what I esteem the best means of carrying out the invention I employ this gov- 5 ernor in combination with a centrifugal governor, the whole carried around on the shaft.

In such combination the centrifugal governor may be considered the principal agent, and the dead-wheel, acting by its momentum, may

be considered only an auxiliary. \Veights and springs are mounted on the shaft subject in the ordinary way to the varying centrifugal force, except as their effect is influenced by my dead-wheel. I may call the dead-wheel 5 and its connections a momentum governor,

considered with reference only to the effects of the momentum of the dead-wheel and its associated parts under sudden changes of speed. I combine a momentum governor with a centrifugal governor.

this specification.

Figure 1 is a side elevation showing a portion only of the mechanism. Fig. 2 is a corresponding central cross section. The remaining figures show the mechanism com plete. Fig. 3 is a side elevation showing the governor running with a short cut-off. Fig. 4 is a nearly central section. It is a section on the line as x in Fig. 5'. Fig. 5 shows the parts in the act of the engine being reversed. Fig. 6 shows the governor with the parts fully reversed and the engine working successfully, turning in the opposite direction.

-important for high speeds that the mass of the dead-wheel and of its attachments be dis tributed symmetrically so as to balance. There may be as many arms A as required connecting the rim A with the hub A; On the inner face of the wheel A are formed two-peculiarlyshaped cams or partial internal flanges, A A They present approximately volute outlines, reversed the one relatively to the other, as shown.

O is the shaft of the engine which it is the object of the device to regulate. understood that there is a crank, piston, cylinder, and other essential parts of asteam-engine, and that the valve and parts are so proportioned and arranged that the pointin each stroke to which the piston has traveled when the further admission of steam to the cylinder is stopped, or what is sometimes known as the point of cut-off, may be varied within wide limits by properly varying the throw of the valve.

0 is an arm rigidly keyed or otherwise fixed on the shaft.

0 is a central boss or hearing, which forms a nearly-frictionless bearing for the deadwheel A.

D is a shifting eccentric. It will be understood that it is encircled by a strap, (not shown,) which as the eccentric revolves operates the valve through an eccentric-rod. The eccentric is provided with an arm, D, which is connected to the arm 0 by a pivot or rivet at D. The shaft 0 extends through a curved slot, d, in the eccentric, allowing the eccentric to be shifted thereon. In the middle position it gives no steam or but very little to the cylinder. XVhen shifted so that the shaft 0 is received in one end of the curved slot '01, the valve is operated to go ahead with full steam, and when the eccentric is shifted so that it holds the shaft Gintheotherend ofthe curved slot (2 the parts are in condition for working backward with fullsteam. IVhen itisinintermediate positions,it operates the valve properly for going ahead or going backward with less steam, or cutting 011 the steam shorter. The eccentric D is provided with arms D D", carrying anti-friction wheels d 01 which apply against the inner surfaces of the cams A A one wheel, at, against the cam A, and the other wheel, d, against the cam A \Vhen, by virtue of its inertia under varying speeds, or when by any other cause, the loose fly-wheel or dead wheel A shifts its position forward or backward relatively to the shaft 0, it changes the relation of the cams A A to the anti-fric- It will be 7' IOC IlO

one direction or the other, turning on its pivot D The forms given to the cams A A are so related to the arms D" D that the dead wheel A may shift forward or backward, and the wheels (1 (1 will just make a fair contact with their respective cams AA and each change of the shaftCforward or backward relatively to the dead-wheelA will set the eccentric nearer to or farther from its middle or neutral position, thus giving an earlier cutoff in one case and a later cut-off in the other. It will cut off shorter when the shaft gets ahead of the steadily-turning dead-whecl,and will follow farther when the shaft gets behind it. Two weights, B, are pivoted on the interior of A at points I) opposite to each other.

I I are springs abutting against bearings a a on two of the arms A and exerting their resilient force on the weights B B through rods H H, pivoted to B B at b If. These springs tend to draw the weights inward against the centrifugal force due to the revolutions which tends to drive them outward.

E are links, each connecting between a pivot, I), on a weight B and a pivot, 0 set in a boss, 0, on the side of the shaft 0. By turning the nuts H H the force exerted by each spring I to draw inward the connected weight B can be varied. It will be seen that, as in centrifugal governors generally, the centrifugal force of the weights B tends to turn them on their pivots b and cause them to lie quite out against the interior of the wheel A. The springs I, on the contrary, acting through the rods H draw the weights Binward toward the shaft 0. The tension of the springs is so adjusted that when the engine is working atjust the proper rate the weights B will stand in an intermediate position. Thus conditioned any increase in the speed of the engine will result in causing the centrifugal force of the weights B to overcome the tension of the springs I and move the weights outward with the effect to shift the eccentric D, so as to give less steam, and any decrease in the speed will allow the springs to overcome the centrifugal force and bring the weights inward with the effect to cause the steam to follow further. The pieces B constitute links, which with the links E make toggle-connections between certain points b on the dead-wheel and the side bosses, C, on the shaft. These toggles communicate force gently between the shaft and the dead-wheel.

The operation will be readily understood. The parts,having revolved a sufficient time to acquire easy positions,remain in the same relative positions and revolve without effect so long as the speed of the engine is uniform; but when, for any reason, the shaft commences suddenly to turn too fast the dead-wheel A falls behind. In other u ords, the shaft gets ahead of the dead-wheel. This movement acts through the angular position of the links E to force outward the weights B against the force oftheir springs I. This force is in the same direction as the increased centrifugal force,

which commences at the same time or shortly after to be felt by the weights. The two kinds of governors, the momentum governor and the centrifugalgovernor, each contributes to the effect, the momentum governor first and momentarily tending to make the action of the combined governors more prompt than the centrifugal governor alone, but the effect of the mo mentnm gov ernoris onlymomentary. As soon as it has aided to urge the weights out to about the proper point its force is lost. The centrifugal governor ultimately controls and determines the exact speed to which the engine shall again be brought and held. Gorrespondingly when the speed is partially arrested from any cause, if the arresting is sudden, such as results from a sudden attachment of additional machinery or running a thick log of hard wood up to a saw, the momentum governor is of great effect to promote the promptness with which my governor will call for and receive more steam. The instant the shaft 0 commences to run slower theloose dead-wheel A by its continuing to rotate atthe formervelocity exerts its momentum through the connection to the weights B, and through the links E to pull the weights B inward. This movement, which would soon after be effected by the springs I in consequence of the reduction in the centrifugal force due to the diminished velocity, is hastened by the combination of the momentum governor therewith. This operation is important, and I may describe this operation again in different words. The inertia of the heavy deadwheel has a tendency to make it when in motion maintaina uniform speed. \V hen an increase of load occurs, the momentary check'given the engine is not directly communicated to it because it is loose on the shaft. It therefore tends to run ahead of the engine, thus adjusting the eccentricfor the admission of more steam to meet the increase ofload. If a diminution of load occurs, the opposite result is reached, for then the re lieved engine tends to jump ahead and leave the dead-wheel behind. This movement adjusts the eccentric for less steam. Thus the inertia of the dcad-wheel,weights, and springs is all brought to bear to assist the centrifugal force of the weights or the elastic force of the springs whenever an adjustment for more or less steam is required. The act-ion of the governor is such that it feels the first impulse of change, and does not, like simple centrifugal governors, wait until a change of speed has been established before making its adjustment. There are further points which will now be described.

P is a brakestrap, of leather, sheet metal, or other durable material, fastened to a fixed point at p, and to a short arm of a hand-lever,

Q, which turns on a fixed center, g. This.

strap is of such length that when the lever is adjusted in the position shown in strong lines, which is its usual position, it is of no effect. \Vhen it is desired to reverse the engine, the free end of the hand-lever is suddenly lifted,

v and causes it to go faster.

tightening the strap P and throwing a sudden friction on the periphery of the dead-wheel A. If the engine is running with a high 'velocity, the sudden resistance thus imposed forcibly bringing the links E'into the posi-' tions shown in Fig. 6 and beyond it, approximating the condition shown in Fig. 7. This reverses the engine. It is important to immediately afterward throw the hand-lever back lnto its original position, so as to set the dead-wheel free and allow it to revolve in its new direction. This means of reversing applies well, Whether the engine is previously revolving in onedirection or the other.

I have devised means for effecting the reversing by throwing the dead-wheel forcibly backward. The same means also servev for slowing or hastening. R is a hub, mounted loosely on the shaft alongside of the deadwheel, equipped with arms R, having pins R which stand in considerable intervals provided between internal stops A in the dead-wheel. This hub R turns with the shaft and ordinarily stands in such position that its pins R are not touched by the stops A The dead-wheel has liberty to turn faster or slower than the shaft to a sufficient extent without being restrained or any way affected by the pins R But there are provisions for forcibly turning the hub It partially around relatively to the shaft in either direction, no matter how fast the shaft may be turning. When this is done in the direction to turn the dead wheel backward, it slows the engine, and on being carried far enough effects the reversing. When it is done in the opposite direction, it adjusts the eccentric to give steam longer and causes the engine to run faster. Such turning of the hub R relatively to the shaft is effected through a forked hand-lever, S, which takes hold of trunnions on a ring, T, mounted in a sleeve,W, which latter is secured on the shaft by a feather, V, so that it is compelled to turn therewith, but is free to be moved endwise thereon. Slides 2:), fixed to the sleeve W and traversing in spline grooves in the shaft, carry each a roller, X, received in spiral grooves 1" in the interior of the hub B. So long as these parts are left free they are of no effect; but when, with the shaft and its connections revolving at any velocity whatevelythe attendant seizes the lever S and moves the sleeve WV endwise on the shaft the action of the rollers X in the spiral grooves r causes the hub R to turn forward or backward relatively to the shaft. This by means of the arms It and pins R turns the dead-wheel A correspondingly forward or backward until it acts on the dead wheel through the corresponding stop, A. Turning it forward gives the engine more steam This may be useful in Various exigencies. Moving the handlever S in the opposite direction so as to turn the dead-wheel backward will give less steam and thus slow the engine and making the action vigorous, and carrying it far enough will not only stop it, but will carry the dead-wheel past the neutral point and reverse the engine. So soon as this is effected the hand-lever S may be again liberated and the engine will work as before, but revolving in the reverse direction subject to the regulation of the governor. I can adjust the tension of the springs I and consequently the speed to which the engine will regulate under any given pressure of steam by turning the nutsH in one direction or the other. The rods H may be prolonged a little, and each may carry a jam-nut outside of the nut H to aid in reliably securing these )arts. length in the arms D D and by any ordinary or suitable means of confinement for changing the position ofthe pins on which the anti-- friction wheels d d are mounted. I can thus adjust the positions of said wheels to set the eccentric and compensate for imperfections in the workmanship or for wear of the parts I make the dead-wheel A in two parts or halves bolted firmly together. I also make the cocentric D in two parts, with provisions for fixing the parts rigidly together. These provisions for separating and uniting the parts facilitate their application and removal when required. My means of adjusting the position of the eccentric offers some friction, notwithstanding the employment of the wheels (2 01 but it is only a resistance against a change of eccentricity of the eccentric. The carrying around of the eccentric by the shaft is done by the pivotD connecting the arms 0 D. That is done without friction. The considerable friction due to the holding the eccentric by the extended arms D D is all a resistance simply to the changes of eccentricity. On this matter it should be remembered that there is a strain developed by the engine alternately in opposite directions by working the valve, which is more than sufficient to overcome such friction. The tendency of the resistance of the valve to alter the throw of the eccentric changes its direction four times in each revolution. From the beginning of the travel in either direction to mid-stroke the tendency is to increase the throw; from mid-travelto the end to diminish it. WVhen at the turning points and at mid-travel, the effect is m'l. In my governor this tendency cannot really move the eccentric, but jams it against the cams, so that the friction looks it in position. The changes caused by the weights and springs, aided by the momentum of the dead-wheel, can take place only when the eccentric is passing through those neutral points. At high speed these occur some forty times per second. This is sufficiently often to permit regulation. The locking between these times prevents the changes from going too far. The act ofadjustment will be a series of Very short ap- I provide by slots 01 of reasonable proaches toward the proper position, instead of vibrations about it, as in the former style of governor.

There is another mode of working my in vention, which is of advantage when it be comes particularly important to avoid vibrations of speed rather than to secure prompt regulation. In such the momentum governor does not, when the speed becomes too high or too low, contribute to effect the changes of po sition of the eccentric, but, on the contrary, exerts its force momentarily to prevent such changes. To attain this condition, all the parts may be exactly as shown, but with the motion in the reverse directionthe opposite of that shown by the arrows. Thus adjusted, the momentum governor pulls against instead of with the centrifugal governor, but the momentum governor must not be of so much force as to overrule. In this opposition mode of working, when resistance is suddenly removed and the shaft turns too fast, the centrifugal members of the combination, as usual under such conditions, call for less steam. The dead-wheel is connected the reverse of the one above described, so that the shaft, by getting ahead of it, tends to induce a change not in the same direction, as before described, so as to also call for less steam, but, on the contrary, to induce a change in the opposite direction, so as to call for more steam. The dead-wheel, therefore, instead of making the change of steanrsupply greater with any given change of speed, tends to make a change in the opposite direction, and thus, in fact, exerts its force to prevent any change of steam-supply. The conflict tends to keep the point of cutoff at the same point as before. It tends apparently to defeat the regulation; but the effect of the inertia of the deadwheel is only momentary. The considerable friction due to the bearing and the pull or push due to the connections soon accelerates or retards the dead-wheel and brings it to the new speed of the shaft. So soon as this occurs all the opposition which the inertia of the deadwheel has opposed to the centrifugal governor is withdrawn, and the mechanism slowly yields to the more persistent force of the centrifugal governor. In all cases the combination, if properly adjusted, brings the engine to the same Speed and holds it there, whether the steam be high or low, so long as the steampressure is suificient, and whether the load be small or great, so long as the load is not beyond the power of the engine with the press ure available. There are no cataracts to keep filled with oil. There is no appreciable wear.

I attach importance to the curved path in which my eccentric is shifted. If a governor is so constructed that the eccentric moves across the shaft in a straight line, it may be so applied to the engine as to give a constant lead-that is, the valve-opening when the engine is passing dead-centers will be the same, whether the engine be using full steam or cutting off short, and this has been claimed as an advantage possessed by that construction.

I think, however, that constant lead is not best. IVhen the engine is fully loaded and using steam up to the maximum power-say, three-quarters of the strokecompression is small, and a liberal amount of lead is necessary to enable the engine to pass centers smoothly, as well as to give early enough valveopenings to secure prompt admission and a good steamline; but when cutting off short, compression is high, and takes the place of steam-lead to such an extent that little ornone is necessary. Besides, if we have constant lead the valve never can entirely stop admission, it will always open to the extent that the lead exceeds thclap when passing centers, and hence the speed of the engine when running light cannot be perfectly controlled. The speed will also be affected by changes in the steampressure.

My governor with its curved motion in changing has a diminishing lead, giving as much as I want at full-stroke, and little or none when cutting off short. This is done by so proportioning the eccentric that when it is giving the valve its'shortest travel it simply moves it the extent of its lap or from one port to the other without opening at all. I can then regulate the amount of lead given at longest travel by the angular advance of the eccentric. This maximum lead will diminish to nothing when at shortest travel. Such valve is capable of stopping the admission of steam entirely when conditions require, and the governor will adjust itself so that the speed will not be appreciably affected by variations in the steam-pressure. IVith the ordinary construction having the parts so adjusted, if we should reverse the engine by moving the eccentric by any means across to the other side of the shaft, we would find that our angular advance becomes an advance backward, and our lead an increasing lead. To work successfully with such plan, we should have to change the position of the governor on the shaft. This might be done by having two keyways in it to make it reversible; but in my construction I take advantage of the curve in which the eccentric moves to get a diminishing lead on each side without moving the governor on the shaft. I can make the amount of curvature and of lead what I will by varying the length of the arms 0 D. I provide a slot in the arm 0 and a corresponding slot in the arm D, and employ in each slot an adjustable center, D, which may be shifted upward or downward in the slots and be tightened in any position to form a pivot on which the eccentric may turn. Shifting the center D" inward toward the center of the shaft 0 and securing it in such position increases the curvature of the path followed by the center of the eccentric as its eccentricity is changed. In reversing the engine the brake-lever Q and the controllinglever S may be dexterously used together, the brakelever being worked by one hand or by one operator,and the controlling-lever by the *su ccess.

other hand or another operator. First, the lever is turned to hasten the dead-wheel, and consequently to increase the speed of the engine until it revolves at a high velocity, then the lever S is suddenly urged inthe opposite direction to retard the dead-wheel and carry the weights B outward. At the same moment the brake is applied, and by its aid the dead wheel is completely stopped. If this is done with sufficient promptness the engine, by its momentum, turns the shaft 0 considerably ahead of the deadwheel. This shifts the eccentric to its central or neutral point. If the momentum does not carry the parts actually past that point and effect the reversing, the

controllinglever S completes the motion.

Modifications may be made in the forms and proportions without departing from the principle or sacrificing the advantages of the in- 2 vention. There may be swiveling-joints on the arms 0 at the points where the rods H eX- tend through, allowing the parts to better accommodate themselves to the changing angles of the rods H as the weights move outward and inward. Instead of the hand-levers, other means may be employed for tightening the brake-strap B. Other forms ofbrake maybe used. Parts of the invention may be used without the whole. The brake-strap P and 0 its operating means may be omitted, if desired. So, also, inaythe leverSand its connections be omitted, and the engine may be run always at the rate for which the regulator is adjusted, and the motion may be reversed by stopping the engine and turning the dead-wheel by hand. I can arrange the stops A close together or employ the pins R as the pins of the knuckles I) which hinge the weights B to the d ea drwheel. Only one arm R and pin or projcction R engaging with-the dead-wheel may suffice. Ihave already shown how the momentum governor may be used alone with some There may be other means than the cams A A and arms D D for causing the 4 5 outward movement of the weights to effect the requisite changes of position of the eccentric on the shaft. A screw or screws may ef feet the changing and holding. The eccentric may be shifted across the shaft on straight o guides. It can be capable of shifting only from one extreme position to the neutral one without the capacity for reversing. I prefer the whole as shown.

I claim as my invention- 1. The steam-engine governor described, having aheavy dead-wheel, A, unencumbered by the transmission of power, mounted loosely on the shaft 0, in combination with a shift- Ming eccentric, D, and operating mechanism 6 arranged, substantially as described, so as to cause the advance of the dead-wheel by its momentum and the drag by its inertia to shift the eccentric, substantially as herein specified.

2. In a steanrengine governor, the looselymounted'dead-wheel A, with connections, as d A A for shifting the point of cut-off by the inertia, in combination with weights B and means, as I, for urging such weights inward, so as to govern the speed by the joint influence of sudden changes and centrifugal force, as herein specified.

3. In a steam-engine governor having a shifting eccentric and provisions, substantially asspecified,foradjusting the point of cut-off by the changes in speed, the arm 0 on the shaft G,and the arm D on the eccentric loosely connected by the pivot D, in combination with each other and with provisions, as D A D A for shifting the eccentric in a curved 8c path, substantially as herein specified.

4. In a steam engine governor, a dead wheel, A, capable of running faster or slower than the shaft 0, weights B, and links E, arranged to allow of reversing, as herein specifled.

5. In a steam-engine governor, a (leadwheel, A, shaft 0, weights B, and links E, in combination with each other and with a brake, P,and operating means, as Q,arranged to serve as herein specified.

6. A steam-engine governor having a shift ing eccentric, D, means, as O D D, for causing the eccentric to turn with the shaft, and independent means offering friction, as D A D A for changing the eccentricity of the eccentric, combined and arranged, as shown, so that the eccentric shall be held by friction at some points and be urged by the resistance of the valve alternately into positions ot'greater and less eccentricity at other points, all substantially as herein specified.

7. In a steanrengine, the loose, unloaded, or dead wheel A and connected shifting eccentric D, in combination with the loose hub R, with arms R and means, as w r X WV S, for urging the dead-wheel forward or backward, substantially as and for the purposes herein specified.

8. In a steam-engine governor having a loose fly or dead wheel and connections therefrom to the shaft and to the mechanism for supplying steam to the engine, the combination, with such deadwheel, of a brake, P, and means for operating it to retard the deadwheel, and also of means, as S T R It, for positively turning the dead-wheel in one direction or the other relatively to the shaft, all substantially as and for the purposes .herein specified.

In testimony whereof I have hereunto set my hand, at Indianapolis, Indiana, this 24th day of September, 1881., in the presence of two subscribing witnesses.

MATTHEW R. MOORE.

\Vitnesses:

H. H. HANNA, E, K. hIAR-QUIS. 

